Efficient autonomous trucks

ABSTRACT

The technology relates to enhancing the operation of autonomous vehicles. Extendible sensors are deployed based on detected or predicted conditions around a vehicle while operating in a self-driving mode. When not needed, the sensors are fully retracted into the vehicle to reduce drag and increase fuel economy. When the onboard system determines that there is a need for a deployable sensor, such as to enhance the field of view of the perception system, the sensor is extended in a predetermined manner. The deployment may depend on one or more operating conditions and/or particular driving scenarios. These and other sensors of the vehicle may be protected with a rugged housing, for instance to protect against damage from the elements. And in other situations, deployable foils may extend from the vehicle&#39;s chassis to increase drag and enhance braking. This may be helpful for large trucks in steep descent situations.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 17/098,535, filed Nov. 16, 2020, which is a divisional of U.S.application Ser. No. 16/562,539, filed Sep. 6, 2019, now U.S. Pat. No.11,242,098, which claims the benefit of the filing date of U.S.Provisional Patent Application No. 62/879,193, filed Jul. 26, 2019, theentire disclosures of which are incorporated herein by reference.

BACKGROUND

Autonomous vehicles, such as vehicles that do not require a humandriver, can be used to aid in the transport of trailered (e.g., towed)cargo, such as freight, livestock or other items from one location toanother. Other types of articulated vehicles may also transport cargo orpassengers. Such vehicles may operate in a fully autonomous mode withoutany in-vehicle passenger input or a partially autonomous mode where aperson may provide some driving input. One or more sensors can be usedto detect nearby objects in the environment, and the vehicle may useinformation from the sensors when driving in an autonomous mode.However, the size and placement of such sensors may be less thanoptimal, resulting in increased drag, lower fuel efficiency, andpossible blind spots around the vehicle.

BRIEF SUMMARY

The technology involves optimal shapes and configurations regardingsensors for autonomous vehicles, such as to provide increased fueleconomy, efficient aerodynamic profiles, and enhanced sensor results incertain operating conditions.

According to one aspect of the technology, a vehicle is configured tooperate in an autonomous driving mode. The vehicle comprises a drivingsystem, a perception system and a control system. The driving systemincludes a steering subsystem, an acceleration subsystem and adeceleration subsystem to control driving of the vehicle in theautonomous driving mode. The perception system is configured to detectobjects in an environment external to the vehicle. The perception systemincludes one or more sensors. The control system includes one or moreprocessors. The control system is operatively coupled to the drivingsystem and the perception system. The control system is configured,while the vehicle is operating in the autonomous driving mode, todetermine, based on information obtained by the perception system, alikelihood that there is an object in the external environment that iswithin a predetermined distance of the vehicle. In response to adetermination that the likelihood that the object is within thepredetermined distance, the control system is configured to select oneof the one or more sensors to be deployed in an active sensing mode. Itis also configured to instruct the perception system to deploy theselected sensor from a retracted position within a housing of thevehicle to an extended position external to the housing.

In one example, the perception system is further configured to activatethe selected sensor upon deployment to the extended position. In anotherexample, upon receiving instruction to deploy the selected sensor, theperception system is further configured to cause a cover of the housingto be adjusted to expose the selected sensor prior to deployment. Here,the vehicle may further comprise the cover, wherein the cover isadjusted by retracting the cover into an interior portion of thehousing.

In response to a determination that there is a likelihood that theobject is within the predetermined distance (e.g., exceeding a thresholdprobability), the control system is further configured to evaluate anaerodynamic profile of the vehicle to determine impact of deployment ofthe selected sensor on the aerodynamic profile.

In another example, the extended position is selected according to aprojected aerodynamic impact of deployment of the selected sensor.

In a further example, the control system is also configured to determinewhether to retract the selected sensor. Here, upon a determination toretract the selected sensor, the control system instructs the perceptionsystem to retract the selected sensor to the retracted position. In thiscase, the determination of whether to retract the selected sensor may bebased on one or more of detected objects in the external environment, acurrent weather condition, a projected weather condition, a currentroadway configuration, or an upcoming roadway configuration.

In yet another example, the control system is further configured tocontrol the driving system based on the information obtained by theselected sensor. And in a further example, the selected sensor is one oflidar, radar, an optical image sensor, an infrared image sensor, or anacoustical sensor.

According to another aspect of the technology, a vehicle is configuredto operate in an autonomous driving mode. The vehicle comprises adriving system, a perception system and a control system. The drivingsystem includes a steering subsystem, an acceleration subsystem and adeceleration subsystem to control driving of the vehicle in theautonomous driving mode. The perception system is configured to detectobjects in an environment external to the vehicle, and the perceptionsystem includes one or more sensors. The control system includes one ormore processors and is operatively coupled to the driving system and theperception system. The control system is configured, while the vehicleis operating in the autonomous driving mode, to determine at least oneof an environmental condition and a stopped condition. In response todetermination of the at least one of the environmental condition and thestopped condition, the control system is configured to cause aprotective housing to cover a given sensor of the perception system. Theprotective housing is arranged to cover at least one externally facingsurface of the given sensor.

In one example, the protective housing hermetically seals the givensensor from the external environment. In another example, the protectivehousing prevents access to the given sensor from the externalenvironment. In a further example, the environmental condition is eithera detected weather condition or a forecast weather condition. In yetanother example, the environmental condition is a roadway quality. Theenvironmental condition may be associated with a sensor vibrationlikelihood. And the stopped condition may include the vehicle beingparked at a location for a predetermined length of time.

According to a further aspect of the technology, a cargo vehicle isconfigured to operate in an autonomous driving mode. The vehicle cargocomprises a driving system, a perception system and a control system.The driving system includes a steering subsystem, an accelerationsubsystem and a deceleration subsystem to control driving of the vehiclein the autonomous driving mode. The perception system is configured todetect objects in an environment external to the vehicle, wherein theperception system including one or more sensors. The control systemincludes one or more processors and is operatively coupled to thedriving system and the perception system. The control system isconfigured, while the cargo vehicle is operating in the autonomousdriving mode, to determine, based on information received from at leastone of the perception system and a mapping system, a downgrade for anupcoming portion of a roadway. It is also configured to determine abraking profile for the vehicle based on the downgrade, determinewhether the downgrade exceeds one or more parameters of the brakingprofile, and, in response to determining that the downgrade exceeds theone or more parameters, cause the deceleration system to deploy abraking foil between at least a portion of the vehicle's chassis and theroadway.

In one example, the braking foil is deployable from the chassis of thevehicle's cab. In another example, the braking foil is deployable fromthe chassis of the vehicle's trailer.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-B illustrate an example tractor-trailer arrangement for usewith aspects of the technology.

FIGS. 1C-D illustrate an example articulated bus arrangement for usewith aspects of the technology.

FIG. 1E illustrates an example passenger vehicle for use with aspects ofthe technology.

FIG. 2A illustrates a system diagram of an autonomous vehicle controlsystem in accordance with aspects of the disclosure.

FIG. 2B illustrates a system diagram of a trailer, in accordance withaspects of the disclosure.

FIG. 2C illustrates a system diagram of another autonomous vehiclecontrol system in accordance with aspects of the disclosure.

FIG. 3A is an example of sensor coverage for a vehicle in accordancewith aspects of the disclosure.

FIG. 3B is another example of sensor coverage for a vehicle inaccordance with aspects of the disclosure.

FIGS. 4A-B illustrate an example of extending a sensor from a vehicle inaccordance with aspects of the disclosure.

FIGS. 5A-B illustrate a first extension example in accordance withaspects of the technology.

FIGS. 6A-B illustrate a second extension example in accordance withaspects of the technology.

FIGS. 7A-B illustrate a third extension example in accordance withaspects of the technology.

FIGS. 8A-D illustrate a deployment scenario in accordance with aspectsof the disclosure.

FIGS. 8E-F illustrate other scenarios in accordance with aspects of thedisclosure.

FIGS. 9A-B illustrate examples of covering and uncovering sensors inaccordance with aspects of the disclosure.

FIGS. 10A-B illustrate a large vehicle braking scenario in accordancewith aspects of the disclosure.

FIG. 11 illustrates a method in accordance with aspects of thedisclosure.

FIG. 12 illustrates a method in accordance with aspects of thedisclosure.

FIG. 13 illustrates a method in accordance with aspects of thedisclosure.

DETAILED DESCRIPTION Overview

The technology relates to fully autonomous or semi-autonomous vehicles,including cargo vehicles (e.g., tractor-trailers) and other articulatedvehicles (e.g., buses), construction or farm vehicles, as well aspassenger vehicles (e.g., sedans and minivans). On-board sensors, suchas lidar sensors, radar sensors and cameras, are used to detect objectsin the vehicle's environment. Such sensors or housings that includemultiple sensors may project from one or more places along the vehicle.This can create drag and otherwise reduce fuel economy. In addition, thefixed placement of certain sensors may provide limited fields of view(FOV) and potential blind spots. Aspects of the technology provideadaptive sensor systems that deploy when needed. The deployment maydepend on one or more operating conditions and/or particular drivingscenarios. These aspects are discussed further below.

FIGS. 1A-B illustrate an example vehicle 100, such as a tractor-trailertruck, that can employ the technology discussed herein. The truck mayinclude, e.g., a single, double or triple trailer, or may be anothermedium or heavy duty truck such as in commercial weight classes 4through 8. As shown, the truck includes a tractor unit 102 and a singlecargo unit or trailer 104. The trailer 104 may be fully enclosed, opensuch as a flat bed, or partially open depending on the type of cargo tobe transported. The tractor unit 102 includes the engine and steeringsystems (not shown) and a cab 106 for a driver and any passengers. In afully autonomous arrangement, the cab 106 may not be equipped with seatsor manual driving components, since no person may be necessary.

The trailer 104 includes a hitching point, known as a kingpin, 108. Thekingpin 108 is typically formed as a solid steel shaft, which isconfigured to pivotally attach to the tractor unit 102. In particular,the kingpin 108 attaches to a trailer coupling 109, known as afifth-wheel, that is mounted rearward of the cab. For a double or tripletractor-trailer, the second and/or third trailers may have simple hitchconnections to the leading trailer. Or, alternatively, each trailer mayhave its own kingpin. In this case, at least the first and secondtrailers could include a fifth-wheel type structure arranged to coupleto the next trailer.

As shown, the tractor may have one or more sensor units 110, 112disposed therealong. For instance, one or more sensor units 110 may bedisposed on a roof or top portion of the cab 106, and one or more sidesensor units 112 may be disposed on left and/or right sides of the cab106. Sensor units may also be located along other regions of the cab106, such as along the front bumper or hood area, in the rear of thecab, adjacent to the fifth-wheel, underneath the chassis, etc. Thetrailer 104 may also have one or more sensor units 114 disposedtherealong, for instance along a side panel, front, rear, roof and/orundercarriage of the trailer 104. FIGS. 1C-D illustrate an example ofanother type of articulated vehicle 120, such as an articulated bus. Aswith the tractor-trailer 100, the articulated bus 120 may include one ormore sensor units disposed along different areas of the vehicle.

FIG. 1E is a perspective view of an exemplary passenger vehicle 140 thatcan also employ the technology discussed herein. Similar to vehicles 100and 120, the vehicle 140 includes various sensors for obtaininginformation about the vehicle's external environment. For instance, aroof-top housing 142 and sensor suite 144 may include a lidar sensor aswell as various cameras and/or radar units. Housing 146, located at thefront end of vehicle 140, and housings 148 a, 148 b on the driver's andpassenger's sides of the vehicle may each store a lidar or other sensor.For example, each housing 148 may be located in front of the driver'sside door. Vehicle 140 also includes housings 150 a, 150 b for radarunits, lidar and/or cameras also located towards the rear roof portionof the vehicle. Additional lidar, radar units and/or cameras (not shown)may be located at other places along the vehicle 140. For instance,arrow 152 indicates that a sensor unit may be positioned along the readof the vehicle 140, such as on or adjacent to the bumper. And arrow 154indicates that another sensor unit may be positioned on theundercarriage of the vehicle.

By way of example, as discussed further below each sensor unit mayinclude one or more sensors within one housing, such as lidar, radar,camera (e.g., optical or infrared), acoustical (e.g., microphone orsonar-type sensor), inertial (e.g., accelerometer, gyroscope, etc.) orother sensors.

Example Systems

FIG. 2A illustrates a block diagram 200 with various components andsystems of a vehicle, such as a truck, farm equipment or constructionequipment, configured to operate in a fully or semi-autonomous mode ofoperation. By way of example, there are different degrees of autonomythat may occur for a vehicle operating in a partially or fullyautonomous driving mode. The U.S. National Highway Traffic SafetyAdministration and the Society of Automotive Engineers have identifieddifferent levels to indicate how much, or how little, the vehiclecontrols the driving. For instance, Level 0 has no automation and thedriver makes all driving-related decisions. The lowest semi-autonomousmode, Level 1, includes some drive assistance such as cruise control.Level 2 has partial automation of certain driving operations, whileLevel 3 involves conditional automation that can enable a person in thedriver's seat to take control as warranted. In contrast, Level 4 is ahigh automation level where the vehicle is able to drive withoutassistance in select conditions. And Level 5 is a fully autonomous modein which the vehicle is able to drive without assistance in allsituations. The architectures, components, systems and methods describedherein can function in any of the semi or fully-autonomous modes, e.g.,Levels 1-5, which are referred to herein as “autonomous” driving modes.Thus, reference to an autonomous driving mode includes both partial andfull autonomy.

As shown in the block diagram of FIG. 2A, the vehicle includes a controlsystem of one or more computing devices, such as computing devices 202containing one or more processors 204, memory 206 and other componentstypically present in general purpose computing devices. The controlsystem may constitute an electronic control unit (ECU) of a tractorunit. The memory 206 stores information accessible by the one or moreprocessors 204, including instructions 208 and data 210 that may beexecuted or otherwise used by the processor 204. The memory 206 may beof any type capable of storing information accessible by the processor,including a computing device-readable medium. The memory is anon-transitory medium such as a hard drive, memory card, optical disk,solid state device, tape memory, or the like. Systems may includedifferent combinations of the foregoing, whereby different portions ofthe instructions and data are stored on different types of media.

The instructions 208 may be any set of instructions to be executeddirectly (such as machine code) or indirectly (such as scripts) by theprocessor. For example, the instructions may be stored as computingdevice code on the computing device-readable medium. In that regard, theterms “instructions” and “programs” may be used interchangeably herein.The instructions may be stored in object code format for directprocessing by the processor, or in any other computing device languageincluding scripts or collections of independent source code modules thatare interpreted on demand or compiled in advance. The data 210 may beretrieved, stored or modified by one or more processors 204 inaccordance with the instructions 208. As an example, data 210 of memory206 may store information, such as calibration information, to be usedwhen calibrating different types of sensors, mirrors and other parts ofa perception system.

The one or more processor 204 may be any conventional processors, suchas commercially available CPUs. Alternatively, the one or moreprocessors may be a dedicated device such as an ASIC or otherhardware-based processor, FPGA or the like. Although FIG. 2Afunctionally illustrates the processor(s), memory, and other elements ofcomputing devices 202 as being within the same block, such devices mayactually include multiple processors, computing devices, or memoriesthat may or may not be stored within the same physical housing.Similarly, the memory 206 may be a hard drive or other storage medialocated in a housing different from that of the processor(s) 204.Accordingly, references to a processor or computing device will beunderstood to include references to a collection of processors orcomputing devices or memories that may or may not operate in parallel.

In one example, the computing devices 202 may form an autonomous drivingcomputing system incorporated into vehicle 100. The autonomous drivingcomputing system may be capable of communicating with various componentsof the vehicle in order to perform route planning and drivingoperations. For example, the computing devices 202 may be incommunication with various systems of the vehicle, such as a drivingsystem including a deceleration system 212 (for controlling braking ofthe vehicle), acceleration system 214 (for controlling acceleration ofthe vehicle), steering system 216 (for controlling the orientation ofthe wheels and direction of the vehicle), signaling system 218 (forcontrolling turn signals), navigation system 220 (for navigating thevehicle to a location or around objects) and a positioning system 222(for determining the position of the vehicle).

The computing devices 202 are also operatively coupled to a perceptionsystem 224 (for detecting objects in the vehicle's environment), a powersystem 226 (for example, a battery and/or gas or diesel powered engine)and a transmission system 230 in order to control the movement, speed,etc., of the vehicle in accordance with the instructions 208 of memory206 in an autonomous driving mode which does not require or needcontinuous or periodic input from a passenger of the vehicle. Some orall of the wheels/tires 228 are coupled to the transmission system 230,and the computing devices 202 may be able to receive information abouttire pressure, balance and other factors that may impact driving in anautonomous mode.

The computing devices 202 may control the direction and speed of thevehicle by controlling various components. By way of example, computingdevices 202 may navigate the vehicle to a destination locationcompletely autonomously using data from the map information andnavigation system 220. Computing devices 202 may use the positioningsystem 222 to determine the vehicle's location and the perception system224 to detect and respond to objects when needed to reach the locationsafely. In order to do so, computing devices 202 may cause the vehicleto accelerate (e.g., by increasing fuel or other energy provided to theengine by acceleration system 214), decelerate (e.g., by decreasing thefuel supplied to the engine, changing gears (e.g., via the transmissionsystem 230), and/or by applying brakes by deceleration system 212),change direction (e.g., by turning the front or other wheels of vehicle100 by steering system 216), and signal such changes (e.g., by lightingturn signals of signaling system 218). Thus, the acceleration system 214and deceleration system 212 may be a part of a drivetrain or othertransmission system 230 that includes various components between anengine of the vehicle and the wheels of the vehicle. Again, bycontrolling these systems, computing devices 202 may also control thetransmission system 230 of the vehicle in order to maneuver the vehicleautonomously.

As an example, computing devices 202 may interact with decelerationsystem 212 and acceleration system 214 in order to control the speed ofthe vehicle. Similarly, steering system 216 may be used by computingdevices 202 in order to control the direction of vehicle. For example,if the vehicle is configured for use on a road, such as atractor-trailer truck or a construction vehicle, the steering system 216may include components to control the angle of the wheels of the tractorunit to turn the vehicle. Signaling system 218 may be used by computingdevices 202 in order to signal the vehicle's intent to other drivers orvehicles, for example, by lighting turn signals or brake lights whenneeded.

Navigation system 220 may be used by computing devices 202 in order todetermine and follow a route to a location. In this regard, thenavigation system 220 and/or data 210 may store map information, e.g.,highly detailed maps that computing devices 202 can use to navigate orcontrol the vehicle. As an example, these maps may identify the shapeand elevation of roadways, lane markers, intersections, crosswalks,speed limits, traffic signal lights, buildings, signs, real time trafficinformation, vegetation, or other such objects and information. The lanemarkers may include features such as solid or broken double or singlelane lines, solid or broken lane lines, reflectors, etc. A given lanemay be associated with left and right lane lines or other lane markersthat define the boundary of the lane. Thus, most lanes may be bounded bya left edge of one lane line and a right edge of another lane line.

The perception system 224 also includes one or more sensors or othercomponents for detecting objects external to the vehicle such as othervehicles, obstacles in the roadway, traffic signals, signs, trees, etc.For example, the perception system 224 may include one or more lightdetection and ranging (lidar) sensors, acoustical (e.g., microphone orsonar) devices, radar units, cameras (e.g., optical and/or infrared),inertial sensors (e.g., gyroscopes or accelerometers), pressure sensors,and/or any other detection devices that record data which may beprocessed by computing devices 202. The sensors of the perception system224 may detect objects and their characteristics such as location,orientation, size, shape, type (for instance, vehicle, pedestrian,bicyclist, vegetation, etc.), heading, and speed of movement, etc. Theraw data from the sensors (e.g., lidar point clouds) and/or theaforementioned characteristics can be sent for further processing to thecomputing devices 202 periodically or continuously as it is generated bythe perception system 224. Computing devices 202 may use informationfrom the positioning system 222 to determine the vehicle's location andthe perception system 224 to detect and respond to objects when neededto reach the location safely, including planning changes to the routeand/or modifying driving operations.

As indicated in FIG. 2A, the perception system 224 includes one or moresensor assemblies 232. Each sensor assembly 232 may include one or moresensors at least partly received in a housing. In one example, thesensor assemblies 232 may be arranged as sensor towers integrated intothe side-view minors on the truck, farm equipment, constructionequipment, bus or the like. Sensor assemblies 232 may also be positionedat different locations on the tractor unit 102 or on the trailer 104, asnoted above with regard to FIGS. 1A-B. The computing devices 202 maycommunicate with the sensor assemblies located on both the tractor unit102 and the trailer 104. Each assembly may have one or more types ofsensors such as those described above.

The autonomous driving computing system may perform calibration ofindividual sensors and their associated minors, all sensors in aparticular sensor assembly relative to a commonly used minor, betweensensors in different sensor assemblies, between multiple mirrors in caseof non-coplanar setups, etc. This may be done using a calibration system234, which may be part of the perception system 224, the computingdevices 202 or some other part of the autonomous driving computingsystem. In one example, the calibration system 234, perception system224, computing devices 202 and other systems may be directly orindirectly connected via a Controller Area Network (CAN bus) of thevehicle.

Also shown in FIG. 2A is a coupling system 236 for connectivity betweenthe tractor unit and the trailer. The coupling system 236 includes oneor more power and/or pneumatic connections 238, and a fifth-wheel 240 atthe tractor unit for connection to the kingpin at the trailer.

FIG. 2B illustrates an example block diagram 250 of a trailer. As shown,the system includes an ECU 252 of one or more computing devices, such ascomputing devices containing one or more processors 254, memory 256 andother components typically present in general purpose computing devices.The memory 256 stores information accessible by the one or moreprocessors 254, including instructions 258 and data 260 that may beexecuted or otherwise used by the processor(s) 254. The descriptions ofthe processors, memory, instructions and data from FIG. 2A apply tothese elements of FIG. 2B.

The ECU 252 is configured to receive information and control signalsfrom the trailer unit. The on-board processors 254 of the ECU 252 maycommunicate with various systems of the trailer, including adeceleration system 262 (for controlling braking of the trailer),signaling system 264 (for controlling turn signals), and a positioningsystem 266 (to assist in determining the location of the trailer). TheECU 252 may also be operatively coupled to a perception system 268 withone or more sensors for detecting objects in the trailer's environment.One or more mirrors may be included as part of the perception system 268or separate from the perception system. A power system 270 (for example,a battery power supply) provides power to local components on thetrailer. Some or all of the wheels/tires 272 of the trailer may becoupled to the deceleration system 262, and the processors 254 may beable to receive information about tire pressure, balance, wheel speedand other factors that may impact driving in an autonomous mode, and torelay that information to the processing system of the tractor unit. Thedeceleration system 262, signaling system 264, positioning system 266,perception system 268, power system 270 and wheels/tires 272 may operatein a manner such as described above with regard to FIG. 2A. The traileralso includes a set of landing gear 274, as well as a coupling system276. The landing gear provide a support structure for the trailer whendecoupled from the tractor unit. The coupling system 276, which may be apart of coupling system 238, provides connectivity between the trailerand the tractor unit. The coupling system 276 may include a connectionsection 278 (e.g., for power and/or pneumatic links) to provide backwardcompatibility with legacy trailer units that may or may not be capableof operating in an autonomous mode. The coupling system also includes akingpin 280 configured for connectivity with the fifth-wheel of thetractor unit.

While the components and systems of FIGS. 2A-B are described in relationto a tractor-trailer arrangement, as noted above the technology may beemployed with other types of articulated vehicles, such as thearticulate bus 120 of FIGS. 1C-D.

FIG. 2C illustrates a block diagram 290 with various components andsystems of a passenger-type vehicle such as shown in FIG. 1E, configuredto operate in a fully or semi-autonomous mode of operation. Thepassenger-type vehicle may be, e.g., a car, motorcycle, recreationalvehicles, etc. The block diagram 290 shows that the passenger vehiclemay have components and systems that are equivalent to what is shown anddescribed in block diagram 200, for instance to form an autonomousdriving computing system for controlling vehicle 140 of FIG. 1E.

A user interface system 292 may include, e.g., a mouse, keyboard, touchscreen and/or microphone, as well as one or more displays (e.g., a touchscreen display with or without haptic feedback, a heads-up display, orthe like) that is operable to display information to passengers in thevehicle. In this regard, an internal electronic display may be locatedwithin a cabin of vehicle 140 (not shown) and may be used by computingdevices 202 to provide information to the passengers.

Also shown in FIG. 2C is a communication system 294. The communicationsystem 294 may include one or more wireless connections to facilitatecommunication with other computing devices, such as passenger computingdevices within the vehicle, and computing devices external to thevehicle, such as in another nearby vehicle on the roadway or a remoteserver system. The wireless connections may include short rangecommunication protocols such as Bluetooth™ or Bluetooth™ low energy(LE), cellular connections, etc. Various configurations and protocolsmay be employed, such as Ethernet, WiFi and HTTPS, for communication viathe Internet, intranets, virtual private networks, wide area networks,local networks, private networks using communication protocolsproprietary to one or more companies, and various combinations of theforegoing.

Example Implementations and Scenarios

In view of the structures and configurations described above andillustrated in the figures, various implementations will now bedescribed.

Information obtained from one or more sensors is employed so that thevehicle may operate in an autonomous driving mode. Each sensor, or typeof sensor, may have a different range, resolution and/or FOV.

For instance, the sensors may include a long range, narrow FOV lidar anda short range, tall FOV lidar. In one example, the long range lidar mayhave a range exceeding 50-250 meters, while the short range lidar has arange no greater than 1-50 meters. Alternatively, the short range lidarmay generally cover up to 10-15 meters from the vehicle while the longrange lidar may cover a range exceeding 100 meters. In another example,the long range is between 10-200 meters, while the short range has arange of 0-20 meters. In a further example, the long range exceeds 80meters while the short range is below 50 meters. Intermediate ranges ofbetween, e.g., 10-100 meters can be covered by one or both of the longrange and short range lidars, or by a medium range lidar that may alsobe included in the sensor system. The medium range lidar may be disposedbetween the long and short range lidars in a single housing. In additionto or in place of these lidars, a set of cameras may be arranged, forinstance to provide forward, side and rear-facing imagery. Similarly, aset of radar sensors may also be arranged to provide forward, side andrear-facing data. Other sensors may include an inertial sensor such as agyroscope, an accelerometer, etc.

Examples of lidar, camera and radar sensors and their fields of view areshown in FIGS. 3A and 3B. In example 300 of FIG. 3A, one or more lidarunits may be located in rooftop sensor housing 302, with other lidarunits in side sensor housings 304. In particular, the rooftop sensorhousing 302 may be configured to provide a 360° FOV. A pair of sensorhousings 304 may be located on either side of the tractor unit cab, forinstance integrated into a side view mirror assembly, along a side dooror quarterpanel of the cab, or extending out laterally along one or bothsides of the cab roof. In one scenario, long range lidars may be locatedalong a top or upper area of the sensor housings 302 and 304. The longrange lidar may be configured to see over the hood of the vehicle. Andshort range lidars may be located in other portions of the sensorhousings 302 and 304. The short range lidars may be used by theperception system to determine whether an object such as anothervehicle, pedestrian, bicyclist, etc. is next to the front or side of thevehicle and take that information into account when determining how todrive or turn. Both types of lidars may be co-located in the housing,for instance aligned along a common vertical axis.

As illustrated in FIG. 3A by the dash-dot circle, the lidar(s) in therooftop sensor housing 302 may have a FOV 306. Here, as shown by region308, the trailer or other articulating portion of the vehicle mayprovide signal returns, and may partially or fully block a rearwardview. Long range lidars on the left and right sides of the tractor unithave fields of view 310. These can encompass significant areas along thesides and front of the vehicle. As shown, there may be an overlap region312 of their fields of view in front of the vehicle. The overlap region312 provides the perception system with additional or information abouta very important region that is directly in front of the tractor unit.This redundancy also has a safety aspect. Should one of the long rangelidar sensors suffer degradation in performance, the redundancy wouldstill allow for operation in an autonomous mode. Short range lidars onthe left and right sides may have different (e.g., smaller) fields ofview 314. A space is shown between different fields of view for clarityin the drawing; however in actuality there may be no break in thecoverage. The specific placements of the sensor assemblies and fields ofview is merely exemplary, and may different depending on, e.g., the typeof vehicle, the size of the vehicle, FOV requirements, etc.

FIG. 3B illustrates an example configuration 320 for either (or both) ofradar and camera sensors in a rooftop housing and on both sides of atractor-trailer vehicle. Here, there may be multiple radar and/or camerasensors in each of the sensor housings 302 and 304. As shown, there maybe sensors in the rooftop housing with front fields of view 322, sidefields of view 324 and rear fields of view 326. As with region 308, thetrailer may impact the ability of the sensor to detect objects behindthe vehicle. Sensors in the sensor housings 304 may have forward facingfields of view 328 (and side and/or rear fields of view as well). Aswith the lidars discussed above with respect to FIG. 3A, the sensors ofFIG. 3B may be arranged so that the adjoining fields of view overlap,such as shown by overlapping region 330. The overlap regions heresimilarly can provide redundancy and have the same benefits should onesensor suffer degradation in performance.

The different sensors described above can provide for robust operationin an autonomous driving mode. Ideally, sensors should be arranged to beas flush as possible with the vehicle body while still providing clearoptical (or infrared, RF, e.g.,) pathways. However, this may not befeasible under conditions that require a certain sensor field of viewFOV. Thus, according to one aspect, sensor units or housings containingone or more sensors may be integrated into a portion of the vehiclebody/chassis when not needed, and extended from the vehicle whenrequired for a given situation.

FIGS. 4A-B illustrate one example. As shown in view 400 of FIG. 4A, aportion of the vehicle body provides an aerodynamic cover 402 for agiven sensor when that sensor is not in use. When needed, as shown inview 410 of FIG. 4B, sensor 412 extends from the portion of the vehiclebody. When the sensor is not needed, it may then retract back into thevehicle and be protected by the cover 402.

In one example 500 as shown in FIGS. 5A and 5B, one or more sensors 504may extend from the truck cab, e.g., from aerodynamic covers 502. Inthis example, each sensor 504 may be extended a selected distance andoriented in a given direction, for instance to emit lidar pulses 506 aand 506 b in different directions. And in another example 600 as shownin FIGS. 6A and 6B, one or more sensors 604 may extend from the trucktrailer, e.g., from aerodynamic covers 602. Similar to example 500, hereeach sensor 604 may be extended a selected distance and oriented in agiven direction, for instance to emit lidar pulses 606 a and 606 b indifferent directions. FIGS. 7A-B illustrate yet another example 700. Inthis case, a sensor 704 extends from a sensor housing 702. Here, thesensor housing 702 protrudes from the roof of the cab (see FIG. 7B),although it may be mounted on another portion of the cab or the trailer.The sensor 704 may emit a lidar or radar signal, as shown by dashed line706, and receive a return signal as shown by dotted line 708.

As shown in these examples, selective use of each extended sensor allowsthe vehicle to obtain an enhanced overall FOV from its sensors on anas-needed basis. For instance, when driving in an autonomous mode thevehicle may determine situations when an enhanced FOV is necessary orbeneficial. In one scenario, when driving along a freeway or surfacestreet, a cargo truck 802 may detect no approaching vehicles or vehiclesahead of it, as shown in view 800 of FIG. 8A. Here, the vehicle maydetermine there is no need to extend a currently retracted sensorbecause a FOV 804 of another sensor is sufficient. However, when thetruck detects a vehicle or other object ahead of it, the on-boardcontrol system may determine that an enhanced FOV would be beneficial.

In particular, view 810 of FIG. 8B shows that the truck 802 is nowsharing the road with other vehicles, including another truck 812 and apassenger vehicle 814. Here, the other truck 812 is between the truck802 and the passenger vehicle 814. As shown in view 820 of FIG. 8C, thepassenger vehicle 814 is in a blind spot or occlusion zone 822 of FOV804. The control system of truck 802 may determine or estimate alikelihood that there is another object ahead of it on the roadway, butthat it is occluded by the detected truck 812. The control system maycause one or more sensors to extend away from the vehicle and usereceived sensor information when making driving and/or planningdecisions. Deployment can be performed using a motor, servo or otheractuator to extend the one or more sensors. By way of example, a sensorassembly including one or more sensors in a housing is affixed to apole, rod or other extension arm. The extension arm may be a singlestraight or angled component, or may comprise a plurality of armscoupled via one or more joints. The actuator may employ a stepper motorin conjunction with a worm gear mechanism to extend and retract theextension arm. In one example, the extension arm is configured toprovide power, a data/communication link and/or cooling/heating to thesensor assembly. A shock absorber or dampening coupling, such as arubber coupling, may be used with the motor and/or gear to reducevibration upon deployment of the sensor assembly. Alternatively, activedampening may be employed by the onboard computing system, for instancein conjunction with the calibration system and sensors such as anaccelerometer or gyroscope. The extension of the sensor assembly can belaterally (e.g., to the side of the vehicle), longitudinally (e.g.,toward the front or back of the vehicle) and/or vertically (e.g., aboveor below the roof, chassis or other portion of the vehicle). Thus, asshown in view 830 of FIG. 8D, one or more sensors 832 may be deployed.Here, a pair of sensors 832 a and 832 b are shown. Upon deployment, eachsensor 832 a and 832 b has its own respective FOV 834 a and 834 b. Itcan be seen that at least FOV 834 b is able to detect the passengervehicle ahead of the other truck. In this illustration, FOV 804 of theother sensor is omitted for clarity.

There are other situations where moving the sensors can help unblock thevehicle's FOV. For instance, FIG. 8E illustrates one example 840 with avehicle of interest 842 at an intersection. Other vehicles 844 and 846may be in the roadway at or near different parts of the intersection.Here, the vehicle 842 may have a side FOV 848 from one or more sensors.However, as shown vehicle 846 may block FOV 848, creating an obstructedregion 849 so that the vehicle 844 is not detected by the sensors ofvehicle 842. In this example, the vehicle 846 may be another vehicleturning or moving along the roadway, a construction vehicle that is,e.g., parked along a corner of the intersection, etc.

FIG. 8F illustrates another example 850 with a vehicle of interest 852at an intersection. Another vehicle 854 may be in the roadway at or nearanother part of the intersection. Here, a tree, vehicle, constructionequipment, scaffolding or other stationary object 856 may be located ata corner of the intersection. In this example, the vehicle 852 may havea side FOV 858 from one or more sensors. However, as shown stationaryobject 856 may block FOV 858, creating an obstructed region 859 so thatthe vehicle 854 is not detected by the sensors of vehicle 852.

In many scenarios, the most useful times to retract sensors and be moreaerodynamic is when the vehicle is traveling at high speeds (e.g., onfreeways) and is traveling long distances for long periods of time. Itis also likely that during these types of cruise periods, the vehiclecould handle any reduced visibility to the sides and rear because itwould be staying in its own lane. When moving around in more busy areassuch as surface streets and depots, warehouses or service facilities, isit not as important to be aerodynamically efficient. Thus, in thesesituations the sensors could be extended outwards for better visibility.

According to one aspect, the extendable sensors may have two locationsto which the sensors could be moved. For instance, in a dual-locationscenario, one location would be the retracted position and one would bethe extended position. Calibration information for both of theselocations are known ahead of time, e.g., by calibration system 234 ofFIG. 2A. Thus, when the vehicle moves the sensor(s), the onboard controlsystem can confirm that the sensor indeed moves to that location. Aperception sensor may also be moved along a linear or rotary track. Inthis case, the extrinsic calibrations could be calculated in real timebased on another sensor that determines the exact position at any giventime of the perception sensor.

According to another aspect, sensors that normally protrude from thevehicle may desirably be protected in certain situations. FIG. 9Aillustrates one example 900, in which sensors 902 are uncovered. In theuncovered state, the sensors are configured to operate as desired, e.g.,to detect other objects in the environment around the vehicle. FIG. 9Billustrates another example 910, in which housings 912 cover thesensors. For instance, environmental conditions such as detected orforecast dust storms, hail or heavy rain, or debris from a gravel ordirt road, may caution in favor of protecting one or more sensors withan extendible or rotatable cover. The sensors may also be protected bysuch a cover for security purposes, such as when parked overnight in apublic parking lot or depot (or parked for at least X minutes or Yhours). Other situations where it is helpful to protect a sensor is whenthe road is of poor quality, e.g., has potholes or is unpaved, and isthus bumpy or otherwise uneven. Here, the system may determine that itis likely that the sensor will vibrate so much as to render the obtainedsensor data useless or otherwise below some predetermined qualitythreshold. In such situations, the perception system can retract asensor into a position where vibration of the sensor is reduced oreliminated. This may also reduce the need to recalibrate the sensor. Insome operational domains, various sensors may be less useful orotherwise less relevant to the task(s) at hand, and can thus beretracted or covered and protected during that time. This allows thesensor to be later deployed when the vehicle is in an operational domainwhere the sensor is required or otherwise determined to be useful.

The cover itself should be rugged and damage resistant. For instance, itmay comprise one or more pieces or layers of metal, carbon fiber,plastic or the like. According to one aspect, the cover may behydrophobic (or treated with a hydrophobic coating) to protect againstrain, sprinklers, fog, or other situations where moisture mightotherwise accumulate on the cover. In one example, the cover is aunitary protective layer that slides or rotates over the sensor toprotect it. One or more motors and/or gear assemblies may be used toactuate the sliding or rotation. The cover itself could be a transparentmaterial. In addition or alternatively, the cover could be configured tospin, e.g., using one or more rotating gears, so as to throw water,debris or other particulates off via centrifugal force.

According to a further aspects of the technology, while fairings may beused to enhance aerodynamics and fuel economy of a large vehicle such asa cargo truck, they can potentially interfere with sensor datacollection. For instance, fairings along the back of the trailer may,when deployed, prevent sensors from detecting objects behind and to thesides of the truck. Thus, to minimize such issues, the onboard controlsystem may actively control deployment of fairings based on certainobjectives, such as drag and its impact on truck performance, projecteddelivery time, route planning, FOV for a current driving situation, etc.

Alternatively or in addition to this, one or more deployable foils canbe used in a truck braking assist operation, for instance when the truckis going downhill. FIGS. 10A-B illustrate one scenario. Deployment ofthe foil(s) can be performed using a motor, servo or other actuator. Byway of example, the foil may be coupled to one or arm members. The armmembers may be straight or angled components, or may comprise aplurality of articulating arms coupled via one or more joints. Theactuator may employ a stepper motor in conjunction with a worm gearmechanism to extend and retract the arm members, and optionally to anglethe foil(s) in a particular orientation relative to the vehicle'schassis or road surface. A shock absorber or dampening coupling may beused with the motor and/or gear to reduce vibration upon deployment ofthe foil(s). Alternatively, active dampening may be employed by theonboard computing system, for instance in conjunction with thecalibration system and sensors such as an accelerometer or gyroscope. Asshown in view 1000 of FIG. 10A, the truck is at the top of a hill with asteep grade. Before heading down the hill, as shown in view 1010 of FIG.10B, one or more foils, such as foils 1012 and 1014, may be deployed.Here, the deployable foil(s) can be used to increase the downward forceon the truck to slow it down. By way of example, an inverted foil shapecan extend from under the vehicle, such as beneath the cab (foil 1012)and/or the trailer (foil 1014). In one scenario, the size and shape ofthe foils can be selected for a given large vehicle depending on theroute(s) the vehicle is likely to take.

FIG. 11 illustrates an example operational method 1100 for a vehicleconfigured to operate in an autonomous driving mode according to theabove techniques. In particular, per block 1102, a control system of thevehicle is configured to determine, based on information obtained by thevehicle's perception system, a likelihood that there is an object in theexternal environment that is within a predetermined distance of thevehicle. At block 1104, in response to a determination that thelikelihood that the object is within the predetermined distance, thecontrol system is configured to select one of the one or more sensors tobe deployed in an active sensing mode. And at block 1106, the controlsystem is configured to instruct the perception system to deploy theselected sensor from a retracted position within a housing of thevehicle to an extended position external to the housing.

FIG. 12 illustrates an example operational method 1200 for a vehicleconfigured to operate in an autonomous driving mode according to theabove techniques. Per block 1202, a control system of the vehicle isconfigured to determine at least one of an environmental condition and astopped condition associated with the vehicle while operating in anautonomous driving mode. And per block 1204, in response to determiningthe at least one of the environmental condition and the stoppedcondition, the control system is configured to cause a protectivehousing to cover a given sensor of the perception system. The protectivehousing is thus arranged to cover at least one externally facing surfaceof the given sensor.

And FIG. 13 illustrates an example operational method 1300 for a vehicleconfigured to operate in an autonomous driving mode according to theabove techniques. At block 1302, the control system of the vehicle isconfigured to determine, based on information received from at least oneof the perception system of the vehicle and a mapping system, adowngrade for an upcoming portion of a roadway. At block 1304, thecontrol system is configured to determine a braking profile for thevehicle based on the downgrade. At block 1306, the control system isconfigured to determine whether the downgrade exceeds one or moreparameters of the braking profile. And, per block 1308, in response todetermining that the downgrade exceeds the one or more parameters, thecontrol system is configured to cause a deceleration system of thevehicle to deploy a braking foil between at least a portion of thevehicle's chassis and the roadway.

The above approaches enable the onboard computer system to evaluatecurrent and expected conditions while driving in an autonomous mode. Thecomputer system is able to selectively deploy and retract sensors asneeded to enhance the overall FOV and reduce blind spots around thevehicle. Such information can be used by the computer system toeffectively control the vehicle (e.g., via a planner module of thecomputer system), for instance by modifying a driving operation,changing a route, or taking other corrective action. The computer systemis also able to protect sensors with rugged housings that can preventdamage to the sensors and reduce the need to recalibrate them.Furthermore, the onboard computer system may use other extendableequipment, such as deployable foils, to provide enhanced braking.

Unless otherwise stated, the foregoing alternative examples are notmutually exclusive, but may be implemented in various combinations toachieve unique advantages. As these and other variations andcombinations of the features discussed above can be utilized withoutdeparting from the subject matter defined by the claims, the foregoingdescription of the embodiments should be taken by way of illustrationrather than by way of limitation of the subject matter defined by theclaims. In addition, the provision of the examples described herein, aswell as clauses phrased as “such as,” “including” and the like, shouldnot be interpreted as limiting the subject matter of the claims to thespecific examples; rather, the examples are intended to illustrate onlyone of many possible embodiments. Further, the same reference numbers indifferent drawings can identify the same or similar elements. Theprocesses or other operations may be performed in a different order orsimultaneously, unless expressly indicated otherwise herein.

1. A vehicle configured to operate in an autonomous driving mode, thevehicle comprising: a driving system including a steering subsystem, anacceleration subsystem and a deceleration subsystem to control drivingof the vehicle in the autonomous driving mode; a perception systemconfigured to detect objects in an environment external to the vehicle,the perception system including a plurality of sensors; and a controlsystem including one or more processors, the control system operativelycoupled to the driving system and the perception system, the controlsystem being configured, while the vehicle is operating in theautonomous driving mode, to: evaluate an aerodynamic profile of thevehicle to determine impact of deployment of the plurality of sensors onthe aerodynamic profile; based on the evaluation, select one of theplurality of sensors to be deployed in an active sensing mode; andinstruct the perception system to deploy the selected sensor from aretracted position along or within the vehicle to an extended positionexternal to the vehicle for operation in the active sensing mode.
 2. Thevehicle of claim 1, wherein the vehicle includes a cover for protectingthe selected sensor in the retracted position.
 3. The vehicle of claim2, wherein the cover defines a portion of a body of the vehicle.
 4. Thevehicle of claim 2, wherein the cover is aerodynamic.
 5. The vehicle ofclaim 1, wherein the vehicle is a truck and the selected sensor isconfigured to extend from a cab of the truck.
 6. The vehicle of claim 1,wherein the vehicle is a truck and the selected sensor is configured toextend from a trailer of the truck.
 7. The vehicle of claim 1, whereinthe selected sensor is configured to extend from a sensor housing on aroof of a cab of the vehicle.
 8. The vehicle of claim 1, wherein thevehicle is an articulated vehicle, and the selected sensor is configuredto extend from an articulating section of the vehicle.
 9. The vehicle ofclaim 1, wherein the selected sensor is configured to extend a selecteddistance and orientation in a given direction.
 10. The vehicle of claim1, wherein the impact of deployment is determined based on whether thevehicle is traveling above a particular speed.
 11. The vehicle of claim1, wherein the impact of deployment is determined based on an amount oftime the vehicle has been traveling.
 12. The vehicle of claim 1, whereinthe impact of deployment is determined based on a type of roadway onwhich the vehicle is operating in the autonomous driving mode.
 13. Thevehicle of claim 1, wherein the impact of deployment is determined basedon whether the vehicle is operating in a particular lane of a roadway.14. The vehicle of claim 1, wherein: the control system is furtherconfigured to determine, based on information obtained by the perceptionsystem, a likelihood that there is an occluded object in the externalenvironment that is within a predetermined distance of the vehicle; andselection of the sensor to be deployed in an active sensing mode isfurther based on the likelihood that there is an occluded object in theexternal environment that is within the predetermined distance of thevehicle.
 15. A method of operating a vehicle in an autonomous drivingmode, the method comprising: evaluating, by one or more processors ofthe vehicle operating in the autonomous driving mode, an aerodynamicprofile of the vehicle to determine impact of deployment of a pluralityof sensors of a perception system of the vehicle on the aerodynamicprofile; based on the evaluation, selecting, by the one or moreprocessors, one of the plurality of sensors to be deployed in an activesensing mode; and instructing, by the one or more processors, theperception system to deploy the selected sensor from a retractedposition along or within the vehicle to an extended position external tothe vehicle for operation in the active sensing mode.
 16. The method ofclaim 15, wherein the impact of deployment is determined based on a typeof roadway on which the vehicle is operating in the autonomous drivingmode.
 17. The method of claim 15, wherein the impact of deployment isdetermined based on whether the vehicle is operating in a particularlane of a roadway.
 18. The method of claim 15, further comprising:determining, based on information obtained by the perception system, alikelihood that there is an occluded object in the external environmentthat is within a predetermined distance of the vehicle; and selectingthe sensor to be deployed in an active sensing mode is further based onthe likelihood that there is an occluded object in the externalenvironment that is within the predetermined distance of the vehicle.19. The method of claim 15, wherein the impact of deployment isdetermined based on whether the vehicle is traveling above a particularspeed.
 20. The method of claim 15, wherein the impact of deployment isdetermined based on an amount of time the vehicle has been traveling.